Controlling mechanism for automobiles.



v B. A. GRAMM. CONTROLLING MECHANISM FOR AUTOMOBILES.

APPLICATION FILED NOV. 17, 1905.

L T'llll ANDREW a. minim 00,, PNOKO-LITWGRAPHERS. WAsmNmoN. 0. a.

PATENTED JUNE-'19, 1906.

p No. 823,522.

UNITED STATES PATENT OFFICE.

BENJAMIN A. GRA M M, or OHILLIOOTHE, OHIO. CONTROLLING MECHANISM FOR AUTOMOBILES.

Specification of Letters Patent.

latented June 19, 1906.

at whom it may concern:

Be it known that I, BENJAMIN AJGRAMM, a citizen of the United States, residing in of Ohio, have invented certain new and useful Improvements in Controlling Mechanism for Automobiles, of which the following is a description, reference being had to the accompanying drawings.

My invention relates to improvements in controlling mechanisms for automobiles; and the object of my invention is to provide means for interlocking the parts of such controlling mechanism, so as to prevent stripping the gears and such untoward results which are liable to follow an improper sequence of operation of the parts.

In the drawings illustrating the principle of my invention and the best mode now known to me of applying that principle, Figure 1 is a side elevation of my new meohan ism. Fig. 2 is a sectional view on line A A of Fig. 1, the levers c and (1 being thrown to the right; and Fig. 3 is a sectional planview on line B B of Fig. 1.

In the V-shaped side frame a is mounted a shaft 6, upon which are pivotally mounted two levers, the clutch-lever c and the shiftgear lever d. The ends of the side frame a are connected bya curved strap or brace e, secured to the side frame by the bolts 6, upon which are mounted also the two curved st'raps f and g. The strap 6 is formed with the notches h, '5, and j, adapted to receive the shift-gear lever d. When the shift-gear lever (1 is in the notch 01, the automobile is geared for low speed and when it is in the notch j the machine is geared for high speed. To reverse the machine, the shift-gear lever d is thrown into the notch h. As is clearly shown in Fig. 8, the shift-gear lever d travels in the. slot between the straps e and f, while the clutch-lever 0 travels in the slot between the straps f and g.

In lugs 7c, projecting from the side frame a, is pivotally mounted a shuttle-bar m, adapted to swing beneath the middle strap f. This shuttle-bar m is formed with a notch n at one end. When the clutch-lever c is thrown to the right in Fig. 1, it releases the clutch mechanism of the automobile, and in this releasing position it is opposite the notch n of the pivoted shuttle-bar m. This gives room for the operator to throw the shift gear lever d out of that one of the notches h 'L .j in which it is at that time engaged and l to move it into either one of the other two 1 notches. While the shift+gear lever d is trav-.

Ohini th th t fR d St t {cling between the notches, the clutch-lever a.

co e, in. e coun y o oss an a e is locked in its releasing position in the notch roof the shuttle-bar 'm. The shift-gear lever 11 having been engaged with the proper notch the clutch-lever b is thrown to the left in Fig. 1, thereby throwing the clutch mechanism of the machine into operative position. In this position of the clutch-lever c the shuttle,- bar m is thrown over toward the shift-gear lever d, thereby locking the latter in position. From what has been stated it is obvious that in my new controlling mechanism it is impossible to move the shift-gear lever while the clutch mechanism is in operative position, and it is also impossible to throw the clutch mechanism into operation while the speed or direction of the machine is being changed.

What I claim is- 1. In a controlling mechanism for automobiles, the combination of a supporting-frame a power-controlling lever mounted therein; a speed controlling lever mounted in said frame; and a swinging bar pivotally mount ed in said frame between said levers, said levers lying on opposite sides of said bar, said bar being formed with a notch in one of its ends shaped to receive one of said levers and holding one of said levers locked while the other is free to move; the movement of one of said levers shifting said bar toward the other lever to lock the same.

2. In a controlling mechanism for automobiles, the combination of a supporting-frame a pair of cooperating side members mounted therein; a speed-controlling lever fulcrumed' in said frame between said side members the face of one of said side members opposed to said lever being formed with notches in which said lever is adapted to rest; a power-controlling lever fulcrumed in said frame between said side members; a movable shuttle-bar 'whichlies between said levers and is shifted by the movement of one of said levers to lock the other lever against simultaneous operation.

3. In a controlling mechanism for automobiles, the combination of a supporting-frame a pair of side members mounted in saidframe; a speed-controlling lever mounted in said frame between said side members, the face of one of said side members opposed to said levers being formed with notches in which said lever is adapted to rest; a powercontrolling lever mounted in said frame between said side members; and a shuttle-bar formed with a notch adapted to receive said poWercontrolling lever and to lock the same against one of said side members; said shuttle-bar being shifted by the movement of one of said levers toward the other ofsaid levers to lock the same against simultaneous operation.

4. In a controlling mechanism for automobiles, the combination of a supporting-frame provided with side members; a pair of levers mounted in said frame between said side members; a locking shuttle-bar which is interposed between said levers and cooperates with one of said side members to lock against it that one of said levers lying between said shuttle-bar and cooperating side members; said shuttle-bar being by the movement of one of said levers shifted toward the other of said levers to lock said other lever against simultaneous movement.

BENJAMIN A. GRAMM. Witnesses:

H. G. HOWARD, AURELIA KENNEDY. 

